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Interesting thought, Joe R. Does anyone know if antigel additives lower the energy value of a gallon of diesel the way increasing the alcohol content of gasoline does?
CRD Joe,
GDE offers a seemingly always increasing array of neat little features that nobody else does, but if you already have SEGR installed, the only reason I would consider dumping the IM SII (which I bought first) is mileage. My wife drives the Jeep everyday in a very conservative, consistent pattern of 50/50 local/highway. She never got better than 23 MPG (hand calculated) with the stock ECU. This jumped to 26 with the addition of BOTH SEGR and IM SII (at the same time). Addition of the GDE ECO bumped it to a consistent 30 over the summer, with a long straight highway trip yielding almost 34. 4 tanks with the GDE HOT seem to be yielding similar mileage.
It's been a long time since I have driven with the IM SII, so my memory for the real subtlties has faded. The main difference is the vastly better throttle response of the IM when you first touch the pedal. I really liked that, but cutting back on that is probably where GDE gains a good part of their MPG advantage.
As you can see from the dyno numbers, as long as you get into the pedal, the power is there when you really want it with the GDE.
An important part of the most recent runs is that there seems to be no difference (at least at WOT) in performance with/without SEGR with GDE ECUs. Some people have been skeptical about GDE's claim to be able to fully control the EGR with the ECU in the face of IM's claim that this is "impossible". While these dyno results are far from "proof", they do add to the mounting data that GDE's claims in this area may well be true. Personally, I have been running SEGR disabled for over 6 months now and at 6K oil change intervals the oil finally stays translucent for at least 500 miles following and the MAF sensor is only slightly "colored" with literally no "gunk" when I take it out to clean it.
Prior to SEGR, the MAF would be "caked" in 1000 miles (maybe sooner, I never checked more often) and the oil would be opaque after a change and just having idled for a minute.
I have not had a chance to try the viscous heater "early off" feature yet GDE has just added. BTW, if you remove the VH relay, you will pick up a minimum of 2-3 MPG in the winter. This is no joke. It consumes a huge a mount of power. In New England, last winter we ran without it, but with a FIA blanket and warmup was not much different than the previous winter with the VH operational and no grill cover. The new programming turns it off at a much lower coolant temp. The idea is for it to turn off after about the first 5 minutes from cold.
In summary, it looks like the GDE HOT may make just a little more HP and torque than the IM SII, but probably not enough that anyone could really feel. However, for anyone who does not already have SEGR actually installed and clearly working properly, the dramatically lower overall cost of the GDE tunes make them the obvious choice.
BTW, the "euro" JK TC (with GDE HOT) has shown absolutely no signs of shudder, so far, even under the most brutal towing conditions I could throw at it (5K tall horse trailer up long highway hills). (The IM SII with the F37 converter would literally blur my vision.) Since this is now the "standard" replacement TC for our US CRDs, I see it as the only thing to consider now. It will not void any factory warranty coverage for the trans, TC or related parts. The price is a fraction of Suncoast ($225 @ MPA) and several people have had shudder problems with Suncoast.
DOC
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2005 KJ CRD Ltd Detroit TrueTrac Bilsteins G2 GDE "HOT" ECU GDE TCM "Tow Tune" "euro" TC SEGR Weeks Elbow New HG at 130K ARPs Clean CAT aFe Filter Magnaflow Exhaust EHM Cumminos In-Tank Lift Pump Hayden Fan Clutch Nylon Fan VH Enabled with GDE lower shutoff point Recalibrated Temp Gauge Tekonsha Prodigy Sears P-1 ZDDP
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I was talking to a tank truck driver for a local respected distributor and he said they added 30% kero 